JPS6026731B2 - Shift timing command device for vehicle transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gear shift timing command device for a transmission for a vehicle, and in particular to a gear shift timing command device for controlling a gear shift timing according to the operating state of an engine so as to perform optimum operation from the viewpoint of fuel economy and power performance. Pertains to the device giving the command.

As an auxiliary method for improving the running fuel efficiency of wheels, it is known to adapt the specifications of the engine's power transmission system to the engine characteristics.

The running fuel consumption of a wheel equipped with a manual gear transmission with a mechanical clutch device is usually defined by the following equation.

a=V NagisaratXIbi ----…-…----m However, a is the running fuel consumption (ship/evening), rank is the net fuel consumption rate (evening/ps・h), and Ny is the required horsepower (bad). V is vehicle speed (air/h), y is fuel specific weight (night/hour), and t is mechanical efficiency of gear transmission. Under conditions where vehicle speed V and required horsepower Nr are constant, to maximize running fuel consumption a It is necessary to minimize (ratio/Ny norit).

Since the mechanical efficiency ratio t can be assumed to be substantially constant regardless of the operating state of the engine, in order to minimize (ratio Ny/t), the net fuel consumption rate is calculated for a constant required horsepower Nr. Must be kept to a minimum. By the way, the net fuel consumption rate m
changes in relation to the engine speed and engine torque, so in order to maintain good driving fuel efficiency, the engine speed should be controlled after ensuring the required horsepower.

In order to change the engine speed while keeping the vehicle distance V and the required horsepower Nr constant, it is necessary to change the gear ratio of the transmission,
That is, it is necessary to perform a shift change. Therefore, if the shift change of the transmission is performed appropriately according to the driver's load, etc., the running fuel efficiency of the engine will be improved. Based on the above-mentioned recognition, the present invention provides a command device that monitors the engine rotation speed and throttle ratio and appropriately determines and instructs the optimal shift timing to improve driving fuel efficiency. It is intended to.

According to the present invention, this purpose is to provide an engine rotation speed sensor that detects a value representative of the engine rotation speed and generates an engine rotation speed signal, and an engine rotation speed sensor that detects a value representative of the throttle opening of the intake system of the engine and generates a throttle signal. a first determination circuit that determines whether or not the engine speed detected by the engine speed sensor is equal to or higher than a first predetermined value; a second determination circuit for determining whether or not the throttle function is greater than or equal to a second predetermined value; and a third predetermined value for which the throttle function detected by the throttle sensor is substantially larger than the second predetermined value. a third determination circuit that determines whether or not the engine speed is higher than or equal to Outputting an upshift signal at least one of when it is determined that the throttle opening is equal to or greater than the predetermined value and when the second determination circuit determines that the throttle opening is equal to or less than the second predetermined value; When the first determination circuit determines that the engine rotation speed is equal to or less than the first predetermined value, and the third determination circuit determines that the throttle function is equal to or greater than the third predetermined value. This is achieved by a gear change timing command device for a transmission for a driver, which is characterized by having a switching circuit that outputs a downshift signal.

According to one detailed feature of the present invention, the command for upshifting or downshifting the transmission is outputted to an actuator for an auxiliary transmission sliding door of a manual gear transmission with an auxiliary transmission. It's good that it is.

According to another detailed feature of the present invention, the transmission upshift or downshift command is output to a shift timing indicator provided on an instrument panel or the like in the driver's seat. It may be .

The invention will be explained below using the attached figures.

Prior to explaining the embodiments of the present invention, the optimum shift timing will be explained using the graph of FIG. Figure 1 shows the equal net fuel consumption rate line, equal horsepower line, and equal throttle opening line for a vehicle equipped with a manual gear transmission, with the engine rotation speed on the axis and the engine torque on the vertical axis. It shows. In this graph, the broken line shows the equal net fuel consumption rate line, the solid line shows the equal required horsepower line, and the one-dot chain line shows the equal throttle relationship line.
The engine's running fuel efficiency improves as the net fuel consumption rate decreases. Therefore, it is preferable that the engine is operated in a region where the net fuel consumption rate fb is as small as possible while ensuring the required horsepower Nr. For example, the required horsepower Nr is 30
In PS, if the engine speed is currently operating at about 400 pm, that is, in Fig. 1,
Assuming that the engine is being operated at point Pa, the net fuel consumption rate fb at that time is 300 pm/h, but after securing the required horsepower by upshifting the transmission, the engine speed is reduced to around 200 pm. Assuming that the engine is operated at point Pb, the net fuel consumption rate at that time becomes 230 m/PSh, and the net fuel consumption rate decreases. Also, if the engine is currently being operated at an engine speed of about 230 pm at S where the required horsepower Nr is 4, that is, if it is being operated at point Pc in Fig. 1, then The net fuel consumption rate fb is 260 pm/Kamohigeya degree, but if the required horsepower is secured by downshifting the transmission and the engine speed increases to about 260 pm, the engine will reach the Pd point. The net fuel consumption ratio at that time was 230/P.
It becomes about Sh, which is also reduced. As described above, the shift timing command device of the present invention has a net fuel consumption rate ratio of
A command for upshifting or downshifting the transmission is selectively output so that the vehicle can be operated in as small a driving position as possible.

FIG. 2 is a diagram showing one embodiment of a manual gear transmission with an auxiliary transmission in which switching of the auxiliary transmission is automatically performed by the shift timing command device of the present invention. In the same figure, the symbol 1 indicates the Kawama engine, and this engine 1
The rotational force taken out from the crankshaft of No. 0 is transmitted to the auxiliary transmission 12 via the mechanical clutch device 11, and further transmitted to the gear transmission 13. It is intended to be transmitted to the tactician's axle, not shown. The auxiliary transmission 12 may itself be constituted by a well-known gear-type two-stage transmission, and the gear transmission 3 may be configured to perform four-stage shifting using gears, for example, and the auxiliary transmission If the wheel 12 is configured to be changed at each gear stage of the gear transmission 13, the gear stage of this wheel will be 2×4 gears, that is, 8 gears. The shift timing command device includes an engine rotation speed sensor 20 and a throttle sensor 21. Engine speed sensor 2
0 is a value representative of the engine rotation speed, for example, the rotation speed of the distributor shaft of a distributor device installed in the engine ignition system is detected, and an electrical engine rotation speed signal (voltage signal) is generated accordingly. It's starting to happen. The throttle sensor 21 detects values representative of the throttle opening of the engine's intake system, such as the opening of the throttle valve and the negative pressure in the intake pipe, and generates an electrical throttle signal (voltage signal) accordingly. It has become. The engine speed signal generated by the engine speed sensor 20 is input to the positive terminal of the engine speed comparator 22.

This comparator 22 has a reference voltage source 2 at its negative terminal.
3, when the voltage at the positive terminal is higher than the voltage at the negative terminal, a "1" signal is output; on the other hand, when the voltage at the positive terminal is lower than the voltage at the negative terminal, a "0" signal is output. In this embodiment, this is constituted by an operational amplifier. For example, if the reference voltage generation source 23 is configured to generate a reference signal with a voltage corresponding to an engine rotation speed of 350 pm, the engine rotation speed comparator 22 will generate a voltage reference signal corresponding to an engine rotation speed of 350 pm or more. A “1” signal will be output only when . Further, a throttle signal generated by the throttle sensor 21 is input to an input terminal of a throttle comparator 24. Throttle comparator 24
includes first and second comparators 25 and 26, of which the first comparator 25 has its negative terminal connected to its negative terminal, and the second comparator 26 has its positive terminal connected to the throttle. A throttle signal generated by a sensor 21 is provided. The first comparator 25 has its positive terminal supplied with a reference signal from a reference voltage source 27,
If the voltage at the positive terminal is lower than the voltage at the negative terminal, a "1" signal is output, whereas if the voltage at the positive terminal is higher than the voltage at the negative terminal, a "0" signal is output. . For example, if the reference voltage generation source 27 is configured to generate a reference signal of a voltage corresponding to a throttle function of 20%, the first comparator 25 will be activated when the throttle opening is 20% or less. only"
1" signal is output. Also, the second comparator 2
6 is given a reference signal from the reference voltage generation source 28 to its negative terminal, and if the voltage at the positive terminal is greater than the voltage at the negative terminal, it outputs a "1"signal; If the voltage is lower than the voltage at the negative terminal, a "0" signal is output. For example, if the reference voltage generation source 28 is configured to generate a reference signal with a voltage corresponding to a throttle coefficient of 70%, the second comparator 26
A "1" signal is output only when the value is 0% or more. The output signal of the engine speed comparator 22 and the output signal of the first comparator 25 are both input to a first OR circuit 29 . The output signal of the engine speed comparator 22 is input to the inhibit input terminal of the first inhibit AND gate 30, and the output signal of the second comparator 26 is also input to the input terminal of the first inhibit AND gate 30. is input. The output signal of the first OR gate 29 is input to the input terminal of a second inhibit AND gate 31, and the output signal of the second inhibit AND gate 31 is input to one input terminal of the second OR gate 33. is input. Further, the output signal of the first inhibit AND gate 30 is input to one input terminal of an AND gate 32, and the output signal of this AND gate 32 is input to the second input terminal of the AND gate 32.
The signal is input to the other input terminal of the gate 33. The output signal of the second OR gate 33 is inputted to an input terminal of an inverting circuit 35 via a delay circuit 34. The inverting circuit 35 is constituted by, for example, a trigger flip-flop circuit, and inverts from a set state to a reset state or from a reset state to a set state every time a "1" signal is input to its input terminal. That is, each time the inverting circuit 35 receives a "1" signal, the output is inverted to "0" when it is "1", and to "1" when it is "0". The output signal of this inversion circuit 35 is input to an amplifier 36, where it is amplified and then input to an auxiliary transmission switching actuator 37. The sub-transmission switching actuator 37 is constituted by, for example, a solenoid device, and when a "1" signal is input, in other words, when energized, the sub-transmission switching actuator 37 shifts the sub-transmission 12 to a high speed gear, and in contrast, it outputs a "0" signal. is input, that is, when the power is not energized, the auxiliary transmission 12 is switched to a low gear. Further, the output signal of the inverting circuit 35 is inputted to the inhibit input terminal of the second inhibit AND gate 31 and the other input terminal of the AND gate 32 via a delay circuit 38, respectively. The delay circuit 38 is the inverting circuit 3
A time delay corresponding to the time delay from when the output signal No. 5 is switched until the sub-transmission 12 is actually shifted is configured to be taken. Assume that the auxiliary transmission 12 is currently in a low gear stage while the wheels are in operation.
That is, it is assumed that the inverting circuit 35 is outputting a "0" signal.
At this time, the engine speed of the engine is above a predetermined value, in this embodiment, 350 pm or above, and as a result, the engine speed comparator 22 outputs a "1" signal to the first OR gate 2.
9, this first OR gate 29 outputs a "1" signal to the second inhibit AND gate 31. In this case, the second inhibit AND gate 3
1 inhibit input state, “0” is output from the inverting circuit 35.
"Since the signal is given, the second inhibit AN
The D gate 31 outputs a “1” signal to the second OR circuit 33. As a result, the second OR gate 33 becomes “
1" signal is outputted to the inverting circuit 35 via the delay circuit 34. Thus, when the "1" signal is input to the inverting circuit 35, the inverting circuit 35 outputs the "1" signal to the amplifier 36. Therefore, the actuator 37 for switching the sub-transmission is energized.As a result, the actuator 37 switches the sub-transmission 12 to the high gear.In this way, the sub-transmission 12 is switched to the low gear. When the gear is shifted to the high speed gear, the reduction ratio decreases, and the engine is operated at a lower rotational speed than before the shift change, and the engine operating state is changed to, for example, the first gear.
In the figure, the point indicated by Pa is shifted to the point indicated by Pb. As a result, the engine is operated at a lower net fuel consumption rate than before the shift change. Further, the above-mentioned shift change of the auxiliary transmission 12 from a low gear to a high gear is performed when the first comparator 25 outputs a "1" signal, in other words, when the throttle opening is below a predetermined value. In the case of the example, the same procedure is performed when the ratio is 20% or less. Further, when the engine rotation speed is below a predetermined value, the engine rotation speed sensor 22 outputs a "0" signal, and the throttle function is above a predetermined value (70% or more in this embodiment), the second comparator 26 outputs a "1" signal, the first inhibit AND gate 30
A “1” signal is output to the ND gate 32.

At this time, if the transmission 12 is in the high speed stage, the inverting circuit 35
outputs a "1" signal to the other input terminal of the AND gate 32, so the AND gate 32
A “1” signal is output to the gate 33. As a result, the second OR gate 33 again outputs a "1" signal to the inverting circuit 35 via the delay circuit 34. When the "1" signal is input to the inverting circuit 35 again in this way, the inverting circuit 35 in turn transmits the "0" signal to the amplifier 36.
will be output to . As a result, the power supply to the sub-transmission switching actuator 37 is stopped, and the sub-transmission 12 is switched from the high gear to the low gear. As a result, the reduction ratio increases, and the engine speed becomes higher than before the shift change based on the change in the reduction ratio. It begins to move from the point indicated by the symbol Pd,
The net fuel consumption rate of the engine is reduced. As above,
By controlling the energization of the sub-transmission switching actuator 37 based on the comparison result signals output by the engine speed comparator 22 and the throttle comparator 24, the engine
In FIG. 1, the vehicle is operated in a region surrounded by lines A, B, and C in which the net fuel consumption rate is small, and the fuel efficiency is improved. FIG. 3 shows a modification of the embodiment shown in FIG.

In this embodiment, the second inhibit AND gate 31 is constituted by a three-input type inhibit AND gate having one inhibit input terminal and one input terminal. The output signal of the second comparator 26 is input to the input terminal. In this case, the sub-transmission 12 is switched from a low gear to a high gear only when the throttle opening is, for example, 20% or less, and when the engine speed is 350 pm or more and the throttle opening is 70% or less. Becomes exposed. FIG. 4 is a diagram showing one embodiment in which the shift timing of a manual gear transmission or a manual gear transmission with an auxiliary transmission is displayed using the shift timing command device of the present invention.

Note that in FIG. 4, parts corresponding to those in FIG. 3 are designated by the same reference numerals as in FIG. In such an embodiment, the output signal of the first OR gate 29 passes through a delay circuit 41 to an upshift indicator 42, and the output signal of the first inhibit AND gate 30 passes through a delay circuit 43 to a downshift indicator. 44. Further, the output signals of the first OR gate 29 and the first inhibit AND gate 30 are both output to the NOR gate 4.
5, and this NOR gate 4
The output signal of No. 5 is input to an OK indicator 46. When each of the indicators is given a "1" signal, it lights up, for example, to indicate an upshift, a downshift, or that the gear of the transmission is in a gear gear suitable for optimum operating conditions. It is composed of In this case, the second
Similar to the embodiment shown in the figure, the first OR gate 2 9
Is the engine speed, for example, 350 pm or higher?
Or when the throttle opening is below 20%, for example, "1"
"Since the signal is output, at that time the upshift indicator 4
2 is lit. Further, since the first inhibit AND gate 3 outputs a "1" signal when the engine speed is below 350 pm and the throttle opening is above 70%, the downshift indicator 44 lights up at this time. be done. In other cases, the OK indicator 46 is lit. Therefore, if the driver performs a shift change of the auxiliary transmission or gear transmission while referring to the upshift display 42 or downshift display 44, the engine will still shift between line A and line B in FIG. The vehicle is operated in a region surrounded by and line C where the net fuel consumption rate is low. Also, the fifth
The figure shows a modification of the embodiment shown in FIG.

In FIG. 5, parts corresponding to those in FIG. 4 are designated by the same reference numerals as those in FIG. 4. In this embodiment, another inhibit AND gate 31' is provided between the first OR gate 29 and the delay circuit 41. The output signal of the first OR gate 29 is applied to one input terminal of this inhibit AND gate 31', and the output signal of the second comparator 26 is applied to one input terminal thereof. has become,
The output signal of this inhibit AND gate 31' is input to the delay circuit 41. Therefore, in the case of such an embodiment, as in the embodiment shown in FIG.
The throttle ratio is 20% or less, or the engine speed is 350 pm or more and the throttle ratio is 70%.
The upshift indicator 42 is lit only in the following cases. Although the present invention has been described in detail with respect to specific embodiments above, it is clear to those skilled in the art that the present invention is not limited to these embodiments, and that various embodiments can be made within the scope of the present invention. Probably.

[Brief explanation of drawings]

Figure 1 shows the engine speed on the horizontal axis and the engine torque on the vertical axis, and shows the equal net fuel consumption rate line, equal horsepower demand line, and equal throttle relationship line for a vehicle equipped with a manual gear transmission. FIG. 2 is a diagram showing one embodiment of a manual gear transmission with an auxiliary transmission in which the auxiliary transmission is automatically switched by the shift timing command device of the present invention;
FIG. 3 is a diagram showing a modification of the embodiment shown in FIG. 2, and FIG. 4 is a diagram showing a modification of the embodiment shown in FIG. 2, and FIG. A diagram showing one example of displaying the gear shift timing, FIG.
FIG. 4 is a diagram showing a modification of the embodiment shown in the figures; 10~engine, 11~mechanical clutch device, 12~
Sub-transmission, 13 - Gear transmission, 20 - Engine speed sensor, 21 - Throttle sensor, 22 - Engine speed comparator, 23 - Reference voltage source, 24 - Throttle comparator, 25 - First comparison device, 26-second comparator, 27,
28-Reference voltage generation source, 34-Delay circuit, 35-Inverting circuit, 36-Amplifier, 37-Sub-transmission switching actuator, 38, 41-Delay circuit, 42-Upshift indicator, 43-Delay circuit, 44 ~ Downshift indicator " 45
~NOR circuit, 46~OK indicator. Figure 1 Figure N Sweetfish Figure M Rice bran Figure 4 Figure 5

Claims (1)

[Scope of Claims] 1. An engine rotation speed sensor that detects a value representative of the engine rotation speed and generates an engine rotation speed signal, and an engine rotation speed sensor that detects a value representative of the throttle opening of the engine intake system and generates a throttle signal. a first determination circuit that determines whether the engine speed detected by the engine speed sensor is equal to or higher than a first predetermined value;
a second determination circuit that determines whether or not the throttle opening detected by the throttle sensor is equal to or greater than a second predetermined value; a third determination circuit that determines whether or not the third predetermined value is substantially larger than the third predetermined value;
operates in accordance with the outputs of the first, second and third determination circuits, and when the first determination circuit determines that the engine speed is equal to or higher than the first predetermined value; Outputting an upshift signal when the determination circuit determines that the throttle opening is equal to or less than the second predetermined value; and the first determination circuit determines that the engine speed is equal to or less than the first predetermined value. and a switching circuit that outputs a downshift signal when the third determination circuit determines that the throttle opening is equal to or greater than the third predetermined value. Gear shift timing command device for transmissions. 2. The gear shift timing control device according to claim 1,
The switching circuit outputs an upshift signal when the first determination circuit determines that the engine speed is equal to or higher than the first predetermined value. 1. A gear shift timing command device for a vehicle transmission, characterized in that the gear shift timing command device is limited to when it is determined that the value is equal to or lower than the above value.